Suspension without axles for motor vehicles



Oct. 9, 1928. 1,687,191

E. M. BALLOT SUSPENSION WITHOUT AXLES FOR MOTOR VEHICLE S" Filed 5, 19253 'SheetsSheet 1 q 11 a 6 .5 J 1 2 6 p mix Oct. 9, 1928.

E.M. BALLOT SUSPENSION WITHOUT AXLES FOR MOTOR VEHICLES Filed 5, 1925 3SheetsSheet 2 E. M. BALLOT SUSPENSION WITHOUT AXLES FOR MOTOR VEHICLESOct. 9, 19.28.

Filed Jan- 5, 1925 5 Sheets-Sheet INVENTOR. fl/VLBaZZoZ manner.

superposed springs,

ments of Patented Oct. 9, 1928.

UNITED STATES 1,687,191 PATENT OFFICE.

ERNEST MAURICE BALLOT, 0F PARIS, FRANCE.

SUSPENSION WITHOUT AXLES FOR MOTOB VEHICLES.

Application filed January 5, 1925, Serial No. 646, and in France January14, 1924.

sion without axles for motor vehicles. Ac-

cording to the said invention, the wheels are independent of each otherand the support for each wheel is connected with the vehicle frame by anelastic system comprisingv two of unequal length, which are pivoted tothe wheel support, one being situated above and the other below the axisof the wheel.

In order to maintain aconstant Value for the gauge of each pair ofwheels, lit is preferable to adopt for the springs pivoted'to a givenwheel suitable lengths which are in inverse ratio to the distances ofthe corre sponding pivoting points from the ground.

The appended drawings which are given 7 by wayof example show variousembodithe invention as applied tomotor vehicles.

Fig. 1 is an endview of a pair of front steering wheels.

Fig. 2 a corresponding plan view. Fig. 3 is an end View of a pair ofrear driving wheels.

Fig. 4 a corresponding plan-view.

Fig. 5 relates to the connection for a steer-' ,ing wheeLand thecorresponding springs.

Fig. 6 is an elevational view of the trac-v tion members for the rearwheel set.

In the said figures, 1 is the vehicle frame. To the front part of thesaid frame, Figs. 1 and 2, are secured by means of the straps 2 andbolts 3, V on the one hand against the upper face of the frame a platespring 4:.disposed .transversally with respect to the centre line of thevehicle, and on the other hand against the lower face two half plate.springs 5- which are parallel to the first and are situated in the samevertical plane as the latter.

The outer ends ofthe said springs are pivoted in pairs through themedium of the shafts 6 to the supports 7. The latter are each traversedby a pivot spindle 8 upon which is mounted Fig. 5) a sleeve 9 secured tothe wheel j our'na 10 upon which is mounted the corresponding wheel 11in the known All suitable means for the connection and the steering ofthe-front wheels may obviously be adopted; For this purpo e, as shown inthe drawings, the sleeves-9 ha e mounted thereon the arms 12 which atconnectedtogether by a coupling bar 13, whilst the projection 14-secured to one of the said sleeves provides for the transmission of themovements due to the steering control through the medium of the rod 15.

In order to afford the proper rigidity for this structure, to balancethe actions, and to provide for the thrust of the steering wheels, Idispose laterally two groups of traction members 16, which are pivotedat one end to the supports 7 and at the other to the main side beams ofthe vehicle frame 1.

The rear part of this latter, Figs. 3 and 4, is also provided, againstits upper and lower faces, with the half springs 18 of unequal lengthwhich are parallel to each other and perpendicular to the centre line ofthe vehicle,

and are pivoted to the sup'ports19. These latter which are adapted toreceive the driv-' manner as to provide for a practically constant wheelgauge. To this end, each wheel must'be made'to pivot transversally onits point of contact with the ground; in this connection it should benoted that the ratio ofthe variations in the horizontal lengths A and Band in the flexible parts 'of the spring plates will depend firstly uponthe ratio of the distances C and D between the lower and the uppershafts and the points of contact of the Wheels with the ground, andsecondly upon the original 'fiexions given to the springs. 1

ltis shownin practice that provide for the constant spacing of thewheels of a given pair, it is advantageous to obtain substantially foreach wheel the condition:

In virtue of the separate elastic connections which are provided betweenthe wheel 106 vehicle frame to a minimum and the vehicle 110 will thustravel under approved conditions.

The connecting springs may in order to be so disposed that all. thesprings will support the weight, or otherwise a part of the springsserve as supports and the remainder as shock absorbers The shockabsorbing springs are so disposed as to be inoperative in the positioncorresponding to the total static load, and to brake the rise anddescent of the vehicle frame on either side of this position.

Claims:

1. A suspension without axles for vehicles comprising a chassis, a pairof wheels, a single spring having its ends pivoted to said wheels withits center secured to the center of said chassis, said spring beingnormally under tension, and a pair of springs each having one endpivoted to a wheel in vertical alignment with the pivot of said firstspring and having its remaining end fixedly secured to the chassisadjacent'the side thereof.

2. A suspension without axles for vehicles;

comprising a chassis, a pair of wheels, a main 0 ed to its respectivewheel, and having its remaining end fixedly secured to the chassis, saidrelatively short spring being normally untensioned.

In witness whereof I have hereunto set my I hand.

ERNEST MAURICE BALLOT.

